Railway-switch



(No Model.) 2 Sheets-Sheet 1.

W. G. CLARK.

(No Model.) 2 Sheets-Sheet 2 W. G. CLARK. RAILWAY SWITCH.

No. 579,959. Patented Apr. 6, 1897.

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F a r-* W I L 93 UNITED STATES PATENT OFFICE.

WILLIE GOODELL CLARK, OF PHILADELPHIA, PENNSYLVANIA.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 579,959, dated April 6,1897. Application filed May 2, 1896. Serial No. 589,930. (No model.)

To all whom it may concern:

Be it known that I, WILLIE GooDELL CLARK, a citizen of the UnitedStates, and a resident of the city of Philadelphia, State ofPennsylvania, have invented certain new and useful Improvements inRailway-Switches; and I dohereby declare the following to be a full,clear, and exact description of the same,

reference being had to the accompanying drawings, forming part of thisspecification.

My invention relates to certain improvements in switches forstreet-railway systems, and is more especially designed for use inconnection with an electrically-operated system, such as an overheadtrolley, although with slight modifications it may be adapted to othersystems, such as underground or storage-battery systems, and the switchmechanism proper may be employed on cable or horse railways withoutemploying any electrical operating devices.

In the accompanying drawings, Figure 1 is a diagram illustrating thegeneral arrangement and construction of a switch constructed inaccordance with my invention, illustrating its adaptation to anoverhead-trolley railway system. Figs. 2 and 3 show, respectively, asection and an elevation of the contacts carried by the trolley-wire.Fig. 4 is a sectional plan view, on the line 4 at, Fig. 5, of the switchmechanism. Fig. 5 is a transverse sectional elevation on the line 5 5,Fig. 4. Fig. 6 is a sectional elevation of a portion of the same on theline 6 6, Fig. 5; and Fig. 7 is an elevation of a controlling-switchwhich forms part of the electrical system.

The switch is designed, primarily, for use on trolley or otherelectrical systems; and the object of the invention is to place theswitch under the control of a motorman of each car, so that he may beable to turn the switch without leaving the car or stopping the same.

Referring to Fig. 1, A represents a trolleycar running onsupporting-rails a a and provided with a trolley-pole B for conductingthe current from the trolley-wire to the controlling-box and from thenceto the car-motor, as usual.

The trolley-pole l3 forms a conductor for the current, or, if hollow,may carry the usual conducting-wire, and from its base or from anysuitable point between the trolley-Wire and the controller-box the maincurrent-conducting wire is connected to a wire 0, leading to aswitch-lever O, placed at any convenient point on the front platform ofthe car, within reach of the motorman. From the opposite contact-blockof this switch extends a wire 0 to a ring or collar O, formed ofconducting material and firmly secured near the upper end of thetrolley-pole, but insulated therefrom by a ring of rubber (Z or'othersuitable material.

The trolleywire carries a frame, yokeshaped in cross-section andprovided with two contact-plates D D, insulated from each other and soarranged and disposed that as the trolley-pole is carried along by thecar the conducting-collar C will make contact first with the plate D andthen with the plate D, and if the switch 0 be closed the current fromthe trolleywire will be transmitted, through the wire 0, the switch andthe wire 0, and the collar 0, first to one of said plates and then, asthe car travels a little farther, to the second of said plates, and fromthere conducted away through wires 6 (2, connected to said plates D D,respectively. If the switch 0 is opened by the motorman, no current canreach these plates, as they are insulated from the trolley-wire.

Referring to Figs. 4, 5, and 6, F represents a circular plate in theform of a turn-table,

carrying a straight rail f, which normally connects the sections of therail forming the main road, and a curved rail f, whichwhen the plate Fis turned is made to connect the main rail a with the curved portion ofthe rail leading to a branch road. This plate F is firmly secured to avertical shaft f adapted to a suitable step-bearing f in the base of abox G.

The box G contains the switch-operating mechanism, and as this mechanismmust be kept clear of water and dirt it is provided with an inwardly-projecting flange g, to which is keyed or bolted a plate g,suitable packin g being introduced between theflange and the plate tomake the interior of the box perfectly water-tight. At the center of theplate g is a bearing g for the upper end of the shaft f2, and at oneside of the box, at the top of the plate, I preferably form an opening yy leading to a duct 9 which may be connected, if necessary, to a seweror drain to conduct away any water which may accumulate on top of theplate gbelow the turntable.

Loosely mounted on the shaft f is an armature H, under the control ofoppositelydisposed electromagnets or solenoids I 1, arranged on oppositesides of the armature and operating, as they are energized, to attractthe armature and through suitable intervening mechanism effect themovement of the plate F. The armature H is loosely mounted on the shaftf and is provided with a tailpiece h, adapted to play between two lugs7.1, secured to or formed integral with a lever K, which is fastened tothe shaft f the movement of the armature drawing the tailpiece againstone or other of the lugs k and through the lever K turning the shaft fin the desired direction.

The distance between the lugs k is much greater than the distance whichthe turn-table must turn to properly shift the switch, so that there issome lost motion of the tailpiece 71. as it moves between said lugsbefore striking one of the lugs and moving the lever K, this lost motionbeing for the purpose of enabling the electrom agnets to first overcomethe inertia of the armature and permit the latter to gain some littleheadway or speed before striking the lug, and as the force or powerexerted by the magnet is greatly increased as the armature approachesits poles the heavier work of shifting the turn-table is thrown on themagnets at a time when the best results may be attained, that is, whilethe armature is traveling and while it is very near the poles of themagnet.

In order to securely hold the turn-table in either position to which itmay be moved, I provide on the interior of the box G a pair oflocking-levers L, pivoted at Z to the plate g and provided withdepending tongues Z, adapted to engage with the sides of the lever K andto hold such lever in the position to which it is moved by the armature.Each lever L is provided with an inclined portion m, in such position asto be acted upon by the tailpiece h, and when such tailpiece is moved bythe magnet it will act on the inclined face on of that lever L which isacting to lock the lever K in position, the first movement of thetailpiece acting to raise such lever until the tongue Z is disengagedfrom the side of the lever, when the further movement of the tailpiecebrings it into contact with one of the lugs 76 to effect the movement ofthe lever, while the opposite locking-lever L drops by gravity until itslocking-tongue Z is in en gagement with the opposite side of the lever Kwhen the latter has reached the opposite position.

Projecting from the tailpiece 7b is a contact-plate h, adapted to bemoved into contact with contact-plates n 'n, in one position andcontact-plates 0 0 in the opposite position, these contact-platesforming part of the switching connection and are suitably supported inbut insulated from the box G.

At any convenient point near the switch, such as a near-by trolley-pole,is secured a box P, in which are electromagnets p 13', adapted to actupon pivoted armatures r 1', connected bya cross-bar r to aswitching-lever R, which is pivoted at r to the box, the arrangementbeing such that when the electromagnets p are energized the armature '1'will be attracted and the switching-lever R will be thrown to the rightto make contact between two contact-plates s s, and when the magnet 19is energized the armature 0" will be attracted and the lever B will bethrown to the left to make electrical contact between two contact-platest t.

Referring to Fig. 1, it will be seen that the wire 6, extending from theplate D, is connected to the contact-plates n and 0 in the box G. Fromthe contact-plates, respectively, extend wires 6 e to the electromagnetsp p in the switch-box P, a wire 6 extending from the magnets to thereturn-rail or ground. From the plate D"extends a wire e to thecontact-plates 8 ii in the box P; from the contact-plates s and t,respectively, extend wires e and e to electromagnets I I in the box G,and from thenceextends a wire a to returnrail or ground.

When the parts are all in the position indicated in Fig. 1, with therailf extending in such manner as to communicate with the straight ormain track, the motorman has, by closing the switch C, placed the systemin readiness to shift the turn-table so that his car will turn aroundthe curve. The current first passes from the wire 0 to the switch C,from thence by wire 0 to the collar C, and as the car travels along thecollar will make contact with the plate D, sending the current throughwire 6, contact-plate n, switch-lever h, contact-plate a, wire aelectromagnet 1), Wire 6 to ground, thus energizing the magnet 1) andattracting the armature 'r' and throwing the switch-lever R to the left,making electrical contact between the contacb plates 25 and t in the boxP.

As the car moves along, the collar 0' breaks contact with the plate Dand comes into electrical contact with the plate D, and the current fromthe trolley-wire then passes from the wire 0'', collar 0, and plate D,through the wire 6, contact-plate t", switch-lever R, which, aspreviously described, has been shifted to the left by the energizing ofthe magnet 13, from thence to contact-plate t, wire e magnets I, wire eto return-rail or ground. When the magnet I is energized, it attractsthe armature H, moving its tailpiece h, which first comes into contactwith the inclined portion m of the lever L and lifts the tongue Z fromcontact with the side of the lever 75. Further movement of the tailpieceat the time when the armature is approaching the poles of the magnet andthe magnet is exercising its greatest force brings the tail;

. 1, with the main track continuous, and the piece into contact with oneof the lugs k of the lever K and moves said lever, turning the shaft fand the turn-table until the curverail f is in alinement with the mainrail and in position for the car to travel around the curve to thebranch line.

If the turn-table be left in the position last described and anapproaching car is to travel directly along the main line and not aroundthe curve, the switch 0 is closed and the current acts on the oppositesets of magnets of the switch-box and the turn-table to move theturn-table from its then position to shift the rail f into alinementwith the main track.

If the parts are arranged as shown in Fig.

approaching car is to travel on the main track, the switch 0 is opened,and as no current is then established through either of the wires 6 ethe switch remains in its then position.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is

1. The combination of the turn-table having switching-rails on its uppersurface, a vertical shaft carrying said turn-table, a lever secured tosaid shaft, lugs on said lever, an armature adapted to play between andto act on said lugs to move the lever, electromagnets adapted to act onsaid armature, and an electric circuit in which said electromagnets aresituated, substantially as specified.

2. The combination of the turn-table having switching-rails on its uppersurface, a vertical shaft carrying the same, a lever secured to saidshaft, lugs on said lever, an armature loosely mounted on the shaft andhaving a tailpiece adapted to play between and to operate through thelugs to effect the movement of the lever, an electric circuit under thecontrol of the motorman of the car, and electromagnets situated in saidelectric circuits and adapted to act upon said armature.

The combination of the turn-table having switching-rails on its uppersurface, a vertical shaft carrying said turn-table, a lever secured tosaid shaft, lugs on said lever, levers or pawls adapted to lock saidlever in position, an armature loosely mounted upon the shaft, atailpiece secured to or formed integral with said armature and adaptedto operate upon the locking levers or pawls and upon the main lever, anelectric circuit under the control of the motorman of the car, andelectromagnets situated in said circuit and adapted to act upon saidarmature.

4:. The combination of the turn-table having switching-rails on itsupper surface, a

shaft, f carrying said turn-table, a lever, K, secured to said shaft, anarmature, II, loosely I mounted on the shaft and having a tailpiece, h,lugs, It, provided upon the lever and adapted to be acted upon by thetailpiece, an electric circuit under the control of the motorman of the'ear, and electromagnets situated in said electric circuit and adaptedto act upon the armature, l-I, substantially as specified.

5. In a railway system, a switch, an armature adapted to operate theswitch, a contactplate carried by or under the control of the armature,electromagnets situated on opposite sides of said armature, acontrollingswitch comprising a switching-lever, an armature or armaturessecured thereto, electromagnets adapted to act upon said armatures, anelectric circuit extending from an approaching car to saidcontrolling-switch, and an electric circuit ez'itending from the car tothe magnets of the turn-table, substantially as specified.

6. In a railway switching system, a railswitch, armature andelectromagnets for controlling the movement of the switch,circuits-extending through the car to said magnets, a switch on said carcircuit-controlling devices carried by the armature, an interveningswitch-controlling mechanism for determining the magnet-circuit to beenergized and a circuit extending from the car to said,

intervening switch-controlling mechanism, substantially as specified.

'7. An electric-railway switching mechanism comprising theelectromagnets, I, I, an armature, H, adapted to be acted upon by theelectromagnets to effect the movement of the switch, a contact-plate, h,carried by the armature, contact-plates,n, n, o, o, with which saidcontact-plate, h, is adapted to make co11tact,a controlling-switchcomprising a switch-lever, R, contact-plates, s, s, 25, t, with whichsaid switch-lever is adapted to make electrical contact, electromagnets,p, p, for controlling the movements of the switchlever, contact-plates,D, D, insulated from each other, a contact block or collar, 0, in anelectric circuit under the control of a switch-lever, O, on the car, anelectric cir-'

